Flying-machine.



n". w'. SPRINGER.

' FLYING MACHlNE. APPLICATION FILED JUNE 1:, 1910.

Patented Dec. 12, 1916. I

NVE NTOR AUURNEY a SHEETS-SHEET 1.1

QiI-M mww . WKTNESSES K. af-

Patented DEC. 12, 1916.

4 SHEETS-SHEET 3.

vgmoR I I W T W fl ATTORNEY WITNESSES:

51w. SPRINGER. FLYING MACHlNE.

APPLICATION FILED JUNE 11. I910.

Patented Dec, 12,1916.

31 fimm-mn 4. 1 52.6 /29 Fly]! Y WITNESSES: 1 75 l VENTUR ATTORNEY lesssupported by the air RUTER "W. SPRINGER, 035 THE UNITED STATES ARMY.

FLYING-MACHINE.

Specification of Letters Patent.

Application filed June 11, 1910. Serial No. 566,445.

To ((ZZ whom it may concur/'1 Be. it known that l. R (TI-1R lVaSPmXoica,of. the United States Army, a citizen of the United States of America.temporarily residing at FortSclurvler. in thecounty of estchesterandState of Xew York, have invented certain new and use'fi' l Improvementsin Flymghlachines. of which the following is a specification,reterei'ice being had therein to the accompanying drawing.

This invention relates to a side-wheel flying machine.

Prelin'iinary to the description of my invention, I may remark generally,upon the subject of flying machines that they can be classifiedaccording to their weight; substan tially as follows First. Those thatare necessar ly Z'Iif/lZ-t-C? than aiiz llhese are generally calleddirigihie balloons. They consist of a float filled with a buoyant gasand a motor operating a propeller'for driving the float in a. horizontaldirection as (lQSllGClar.

5 72mm]. .-ier0pZm2ce.-Anaeroplane consists of a flat surface adapted tobe more or pressure upon its under surface. and. operated by a motor andpropeller. It will hev seen that if an aeroplane is provided withcigar-shaped or other shaped floats, it will still be properly called anaeroplane. and also that as the floats are made larger and morebuoyant,- an aeroplane may imperceptibly pass into a dirigible orairship. In other words. while an aeroplane is usually made heavier thanair, it may be and while it iscalled a lighter than air.

heavier-than-air flying machine, its weightis not necessary to itspropulsion.

T/z-ird. Flying mcclzinasti at arefpropelled 713; gr.r1- .'2'z3 .-Thesemachines are necessarily much heavier than air and are generally of theflapping wing type. Inasmuch as the term h'eavier-than-airflyingmachines has already been appropriated for aeroplanes, I ose to call thethird class gravity flying limes because they operate by meansof-gravity.

It is to this third and last class, therefore, that-my present inventionrelates.

' It consists moreover s -ibstantially in the construction, arrangementand combination o.fparts to be hereinafter described, and

thei'nmore particularly pointed out in the appended cla ims.. g

In the accompanying drawings illustrating-my'invention, Figure 1 is aside elevathe machine and I iion oi my improved flying machine with thetail omitted, said elevation being viewed on the line :e-.2' of Fig. 2.Fig. 2 is a front end ele 'ation of the entire machine. Fig. 3 is anenlarged detail perspective view of one of the aeroplanes, the samebeing shown in the form of a bi-plane. F 4 is av diagrammatic view ofone of the plane supporting wheels in front elevation to show thegeneral plan. and arrangement 01' the various parts. Fig. 5 s anenlarged deta l view of a part of the shock absorbingmechanism whichserves to sustain the recoil of the aeroplane n'iorel'nent at certaintimes. Fig. 5" is an edge view of the same parts shown in Fig. Fig. 6illustrates a modification of the means for connecting together forjoint movinnentthe gears of the mechanism employed to maintain theaeroplane in the desired working positions. Fig. 6 is an edge view ofthe same. Fig. 7 is a diagrammatic view of the tail or rudder forsteering the leverage devices for manipulating it. Fig. 8 is a. partialfront elevation of an alternative-form of the wheelthat carries thesupporting planes. Figs. 9, '10 and ll represent various details of thisalternative construction. Fig. 12 is a View diagrammatic in character,illustrating the safety alarm mechanism.

Similar characters of reference designate corresponding.parth throughoutall the" different figures of the drawing.

ing-flapping machines are practically impossible of success, owing tothe enormous strain thrown upon the wings in the rapid alternations of.motion, and owing to the fact that the larger and heavier the machine,the more slowlythe wings must flap, and

therefore, the longer will-be the interval between the flaps, throughwhich interval. the

entire apparatus is unsupported and is falling. Since the distance offall of abody 1ncreases as the square of the time, it will be seen thata machine having. wings of twice the length, which make one flap intwice the Pa tented Dec. 12, 1 916.

time, will'fall four times as tar during the upstroke and only havetwice as muchdownstroke with which to recover this. Therefore, thelarger t-he'machme, the faster proportionally mustthe wings flap,whereas, they ought to fiap morc slowly in propor- Now,-just aswhen manwanted tion. make a machine to run like. a horse, he duplicated thehorses, legs circularly so as to form wheels which could run at. muchgreater speed, so I, in the carrying out of my present im n'm'eincnt,propose to indcfi nilcly multiply or du ilicatc the wings of a birdarranging them into a wheel so that they may [lap at any desired speed.In general. therefore. my invention consists of a series of aeroplanesor wings, for that is virtually what the aeroplanes are, arranged tomove circularly in a substantially vertical plane. For convenience, thecar, engine and other associated operating parts are placed in thecenter of the apparatus, with a rotating wheel at each side, each ofwhich wheels comprises an aforesaid circular series of aeroplanes;although I can, if desired, use

any preferred number of wheels. For the sake of convenience. the wheelsare placed side. by side with their axes practically continuous.l-Iowcver, I do not desire to limit myself to the particular type hereinshown, and therefore claim these and other mechanical equivalents in sofar as the claimshereinafter presented may permit.

The main frame of my improred flying machine is designated 1, and may bebuilt in any desired form in order to enable the various mechanicalpartsof the apparatus to be conveniently supported relatively to eachother therein for successful operation. Braces 50 are preferablyemployed for giving the structure strength and rigidity. At each side ofthe main frame 1 is supported a .wheel 3 carrying'a series of supportingplanes, the same being carried revolubly upon a stationary shaft 2 asshown in Figs. 1 and 2 or upon a movable shaft 100, as shown in Figs. 8to 11. These wheels 3 are believed to give the best results if inclinedat an angle of about .20 to the vertical as shown in Fig. 2; and ofcourse. when so inclined, the supporting or driving shafts 2 or 100 are.similarly inclined.

Inasmuch as each one of the wheels 3.

consists of a circular series of aeroplanes,

the best way to explain the construction and operation is to begin witha detailed description of one of the aeroplanes 'which I preferablyutilize; and this I proceed to do, referring particularly to Fig. 3which shows one of these aeroplanes on an enlarged scale.

This aeroplane which is simply an illustration of all of them consistspreferably of two surfaces, an upper one 25, and a lower one 26. It isprovided with a vertical partition '27 lying between the two surfacesand 26. and situated in the direction of flight, and intended to preventskidding: or side. slipping. The planes and 20 are stretched uponforc-aiul-aft ribs 28 whose curve should be made in accordance with theformulae given in my copcnding application for Letters Patent on wingsor propellcrs for aerial dynamics and other purposes, filed AugustSth.1907. Serial Number 387,635. The outer ribs on each side should to anydesired part of the lower plane.

be made heavier than the inner ones. 'lhc upper and lower planes 2? and2b are connected by vertical posts 2!) which are braced with cross wiresas shown. The front frame of the upper plane 25 is made longer than saidplane 25 at each end so as lo project at both sides at 31 as shown. Thefront frame 32 of the lower plane 26 may be made much lighter, and isprovided with rings or bearings 33 for attachment to one of the crossbeams 15 of one of the large wheels l on which cross beam 15 thelJl-Pllllle is loosely hung for operation in the manner to be presentlystated. At each side of this b'rplauc is also provided a brace rod 38extending from the'front rod .30 of the upper plane 1t may be brieflystated that each bi-planc is hung absolutely free upon its bearings 23-;so as to rotate around the rod or cross be 8 15 on the wheel, and thatit is held in its proper position by the impinging of the ends 31 of thefront rod 30 iq'ioirsnitablc shock receiving framework kept constantlyin an upstanding position for the purpose, as I shall presentlydescribe. Thus. it will be seen that the brace rod 38 should be madequite strong, inasmuch as it is obliged to withstand the strain of bothplanes.

Remembering that all of the aeroplanes belonging to two or to all of thewheels 3 are built in precisely the same fashion, and are all similarlyhung; upon supporting cross rods 15, it is to be. noted that on each ofthese rods 15 at each side of the bi-plane is journalcd a sprocket wheell-lwhich is capable of free rotation. Each sprocket wheel l-l hasattached thereto on the side next to the bi-plane a frame 3i. theattaclnncnt of which is pivotal andsaid frame Z'l-lis so located as tolie in front of the ends 31 of the front rod 30. Each sprocket wheel Halso has a. somewhat similar frame 37 which extends in the rear of theextremities ill of the front rod 2-30. The frames 3% and 2-35 a reconnected together by means of a supporting brace 36, and this brace ispreferably pivoted to the frame 35, while its other end passes looselythrough an opening in the frame 3+ or in a casting 5 attached to saidframe, and has its projecting end 3!) provided with a nut between whichand the casting 5 is teusioncd a spring 40 which gives a yielding andelastic effect to the connection of the end of the-rod 3G with the frame3i. Another spring Elli attached to the. frames 3i and 35 serves toprovide'an frames with more than a predetermined pressure. The form'ofsafety mechanism 37 illustrated in the drawings, Figs. 3. and 12, is.an; electric alarm bell with suitable circuit connections andv circuit.closer ar ranged to be operated whenever dangerous .or undesirableconditions, such as 111st remain cog Wheels 22 have exactly the sameferred to, occur. It is to be understood of course that at each side ofeach; of the aeroplanes, there are these sprocket wheels 14- carryingtheupstanding-"frames 34 and between which the projecting parts of theaeroplanes vibrate, and which upstanding frames receive the shock of themovement of the aeroplanes n one direction or the other v and serreas-butfei's for said. shock; and also for the )ur ose of communicatinwarni'n signals. so as to insure safety and provide that the fiymgmaclnne will be operated successfully It is necessary therefore that beconstantly maintained in their upright positions throughout the venousrevolutions of the wheels 3 and, 1n order to secure this constancy.ofvertical or upright position and enable these frames at all times toserve as obstacles in the paths of movement of the projectionsll on theaeroplanes, I have provided suitable mechanism to accomplish this Iresult, Proceeding to describe this mechanism in greater detail, I Wlllsay that over each of the sprocket wheels 14 passes a sprocket chain 16which extends to a sprocket wheel 17 similar to the sprocket wheel 14,and having exactly the same number of sprocketsv Each chain 16, afterpassing around the wheel 17 returns to the wheel 14. By referring toFig. 1, it will be seen that each sprocket wheel 1% alongside of each ofthe aeroplanes has its chain 16,

- which runs around the other sprocket wheel 17, and that thereforethere-is a series of the sprocket wheels 17 located near the centerofthe wheel 3; In the present example of the invention wherev there aresix aero-- planes, there are obv1ously six of the sprocket y'wheels Lionthe periphery of the wheel3,-and six sprocket wheels 1? arranged in acircular series around the cen tral shaft 2 of the wheel.

Each of the sprocket wheels 17 is keyed up'on the same shaft with, .oris securely attached to a cog wheel 21. By reference to Fig. 4L," thearrangement of. these sprockets and cogs at the center of the wheel 3'will be v clearly manifest. A cog wheel 22 is secured .tl1eseupstanding-frames34 and-35 should rigidly to the stationary axle 2 ofthe wheel 3 near each end of said, axle 2, there being thus two of thecog wheels 22 on each axle 2. These rigid and'immovable cog wheels 22are connectcdto the cog wheels .21 by means ;of the intermediate or[idler cog; wheels suitably supported on studs or other means projectingfrom a part of the -main frame Lhe cog wheels 21' and the number of cogsor teeth. Itwill be observed moreover that the intermediates or idlers23 serve to reverse the motion. Therefore as each main cog wheel 22 isrigid and does not rotate, the six cog wheels 21'with their attachedsprocket wheels 17 will revolve at such relative speeds, as they arecarried bodily around thefixed shaft 2 as the wheel rotates about saidshaft, and hence" the wheels 1 will always stand with the same cog orsprocket turned upward. Therefore,

since the sprockets 17 are connected by chains 16 with the sprockets 14;which carry the rip-standing frames 34: and 35, it will be seen that thesprocket wheels 14 and their frames 3-l and 35 will continually stand inthe same relation, each frame 3 being intendcd to constantly stand 111 asubstantially vertical. posltlon. Thus, when the air pres sure suddenlycomes with increasing force 'IGllBWZCl by the construction which I havejust described, and more particularly by the use oft-he elasticcushioning connection of" "the link 36 with the frame 3i at the endwhich employs the spriugsa O and 36". By this means, the f 'ame ispermitted to give a littl'e atthe point of pressure, and innnediatelycome back into correct pOSltlOIX' again.

In 6 and 6, I haveshown a modified form of the connections between thesprocket" wheels ll and 17. consisting instead of a chain 16,.of a shaft6 having on each end a beveled. pinion 7, one of which meshes with thewheel 14 and the other with the wheel 17*. Suitable supports for theshaft .6, as also for the other partscanbe provided, and

all the changes that are needful for thispurpose can be made. It willbefound in many locations that such a drive for thegearing constitutingtheessential part of the frame operating mechanism will be'preferable tothat shown in Figs. 3 and As already described. each of the wheels, 3 is'revol'ubly supported upon astationary as shown 1n Fig. 2, or upon arotary Each of the axle axle 100 as shown in Fig. 8.

' wheels is provided with a suitable number of radiating arms. thenumbercmployed 'in the present example of the invention being six.Referring to Figs. 1 and 2,1t wlllbe seen that there are six of theseradiatingv arms -l1 springing from a hub P1908 *2. There arecorresponding radiating arms and hub pieces on both sides of each oftil;- wheels 3,

A short distanceout'side of thehub pieces 42 are other hub pieces 43which rods 45 to extend from the centers of the ou'ter hubs 43 to eachof the radial arms 41- vbeyond the peripheries of the stationary cogwheels 22, and from there across to the op.- .posite radial arms 41, andfrom there on to the center of the opposite .hub piece 43. These bracerods-45 serve to keep the hubs 'I- of each wheel 3 in properrelativeposition while allowing the axle 2 to be exposed for the attachment ofthe stationary cog Wheels 22., They also afford a very light form ofconstruction. The ends ofthe radial arms 41 and 44 are further braced byperipheral rods 46 which serveto keep all the various parts of the wheelin proper relative p osi-j The intersections ofthe 'radial rods 41 and44 with'the peripheral tion (see Fig. 1).

' rods 46 alsoform the points of attachment for the transverse beams oraxles 15 upon whichthe aeroplanes are hung. Of course. it is quiteevident that additional braces and other 'details'of the frame may beprovided if found necessary, what .I have here shown I and describedbeing offered simply by way of example. I may also advert to thetriangular bracing 50 already once mentioned which is employed to keepthe frame-stanch and regular. The wheels 3, although shown in thedrawings as set at an angle of 20 f need not necessarily be so situated,but can be placed relatively to each other at any preferred angle tobring about the best results in propulsion and steering. Extendingupward between the two wheels 3 is a vertical rod having at its lowerend a handle '61 or some other convenient operat- 45. ing mechanism. andhaving at its upper end a rudder 62.

This rudder normally stands p'arallelwith the line of flight.

It is not used for the purpose of changing the direction of flight, andhence is not to be termed a steering device, but its chief object is forpromoting and securing lateral stability. Near the handle 61 (see Figs.1' and 2) in the center of the machine is a rod 63 upon one side anda'rod 64 upon the opposite side '55 which are arranged to extendlongitudinally through the machine. and are made to swing upon hangers65. They are connected by links 66 with the handle 61 of the rudder 62.

Hence if the entire machine should tipto 50 one side, or to the other,the operator whois seated contiguous to the handle 61 can, by puttingout his hand on one .side "or the other. strike the rod 63 or the .rod64 and thus balance himself by automatically turning the rudder62 so asto right the machine.

the tail truss 87;

[the handle 89'to the opposite arms of the the wheels on account of thetilting of the plane of the wheels 3, but any suitable des vice may beemployed if desired. It is to so be noted moreover that each wheel 3 isdriven from both "of its sides so as to insure uniform motion. On themain frame 1 is also a steerin wheel atthefront, provided with suitablemeans 81 for its operation. This main frame 1 extends backward a longdistance as shown at 82 in two parts, one at each side'ofthe machine,and at the rear end thereof is provided a tailwhich can be operated in"any desired manner. so

The rear extensions of the frame carry websI 83 that constituteste'adying planes for the machine.

In Fig. 7 I have shown a formof mecha nism for operatin the tail orrudder, de- 9.5 fleeting it vertica 1y into one position or into theother as may be required. As-

suming 85=to be the'tail ribs and membrane in connectionwith which thetruss wires 86 are used, it will be seen that said wires 86 areconnected to a tail-truss 87. 88 denotes one handle and- 8.9 anotherhandle. Cords 92 and 93 pass-from the'handle 88, and are connected" tothe opposite arms of Cords 94 and 95 run from tail truss 87, said cord94 being provided with a'spring' 90 and said cord 95 being provided witha spring 91. A cord 96 also leads from the handle 89 to one arm of atruss 97 to the-other arm of which thecord 95 is also attached, and acord 98 connects the handle 89 withone arm. of another'truss 1 99 to theother arm of which a cord- 94 is connected.v It is intended that thehandle 89 shall belocked in such position as will set the tail. at thenormal angle for ordinary, or specially desired, use. Then if the handle88 be moved backward the cord 93' connected therewith will pull thelower end of thetail truss 87 forward, tiltingthe tail and depressingits rear portion. At the same time the cord 94, which is'elastic becauseit includesthe spring 90, will yield, while the 'cord 96, rem'ainintaut, will prevent the spring 91, which 1s a part of the cord 95, fromyielding.- Therefore the movement of the handle just "referred to willbe against one spring only, the other spring remaining inoperative."When the cally return to its normal position, to which it had been setby the lever 89. Corresponding operations will occur if the handle bemoved forward, the spring 91 being then stretched and the spring 90remaining inoperative. If the handle 88 be not fastened but left free toswing, the tail will be kept elastically in its normal position, butalanytime through the handle 88. claim a tail for a flying machine thatis vertically movable, combined with adjustable ,means forchanging theangle thereof, such means being elastically connected with the tail sothat the latter is held forcibly though yleldingly, and with means forpositively' setting the tail at will irrespective of the said elasticconnecting means, as such subject matter is claimed in my co-pendingapplicationNo. 309,911, filed April 4, 1906.

Referring now to Figs. 8', 9, l0 and 11, it

I will he noted that; I employ an axle 100 which revolves with the wheelthat carries 25 the supporting planes instead of serving as a stationarysupport, like the axle 2, on which the wheel rotates. In the main, thearrangement of the parts is very muchthe 1 same as in the other figuresof thedrawing, except that an' equalizer cog .wheel 101 is employed.

Connections are made between this cog wheel and the gear wheelswhichuphold the shock receiving frames alongside of the various bi -planes. Astrong crank arm for the bracing of the cog wheel on the main frame isshown at 102. This and the attached cog wheel 101 are the only station:ary parts here illustrated. All the other parts-revolve along with theplane supporting wheel. The spokes ll of the wheel are tensionelementsand are very light and arranged in a radial series.

In Fig. 10 I represent in side elevation the arrangement ofother-spokes, in addition to those designated 41, employed to supportthe beamsor shafts 15 upon which arehung the. aeroplanes. There are twoseries of spokes designated respectively 103 and 103.

A pair of these spokes-is employed in sup porting each 'end of each ofthe said beams or shafts 15. They aredisposed to forma 1 truss asrepresented in 'said Fig. 10, each preferably extending approximatelytangentially from the hub. The spokes 103 which extend rearward towardthe perlmeter of the hub of the wheel are larger and stronger than thespokes 103 as there wlll be more compression upon them. 1

Referring 'to the main frame and the wheels 73 which carry the bodyofthe frame, it may beremarked that the shaft 72 (see Fig. 2) may bePZ'GVldGd' at each outerend with a universal joint, and sheen i 5 ingdevices may be prov ded for eacn of the wheels 73. These sheering meansupon 'I' do not herein' machine, it will be noted that'after the on gineis started, the machine will be run along upon the ground until itattains a considerable velocity, then the tail, by means of themechanism shown in Fig. :7, orsome other suitable device willbe operatedsoas to cause the front of the machine to rise. As soon as the machineisz'clear of the ground, the plane-carrying wheels willbe actuated bymeans of the engine mechanism so as to continue the flight. These wheelsmay be revolved in either direction.- Theo-' retically,it would bebetter to revolve them in the same direction asthe ground wheels 73, sothat the down going aeroplanesshouldbe at the front of the wheels,andact upon air which has not been disturbed. But practically it I isfound better to operate the wheels in a reverse direction soth'atth'edescending aeroplane, being farther. 'to the rear, the centerof support will be thrown farther back behind the. center of gravity,

causing the entire machine to tilt forward;

The machine must tilt "to a considerable angle so that the front edgeofeach aeroplane will be lower than the rear, and so that the machinewill all the time'be really' in the position where it may hel -viewed assliding downhill. Of course, if this 'opera 1 the front part of thewheels and begin to rise, the air pressure. is somewhat relieved upontheir lower surfaces, and they lag downward as shown The amount of lag Yi of, the planes during their upward movements of rotation will depend"upon the speed of flight, the speed of-revolution of "the wheels '3, theweights-of the aeroplanes and the location of their axes of support arelative to their, centers of gravity-factors which will have to beworked out tosuit different types and sizes ofmachines. Un-

der all conditions, however, the lag is never sufiicicnt, when themachine is in. flight, to destroy the supp'ortingaction of' the planes.Then they rea'chhthetop of .the wheel, the air pressure 'isrefstored ontheir lower'surfaces, and they resume them position with their frontedges-lower than their rear edges.

The aerial'process by'which I accomplish- 'flightwith this machine is'fullyjs'et forth.

in my cry-pending application for Letters Patent lilocl on April F439,19% llerial lininher 312,891 to Which reterence' is here made. It willbe seen that the machine herein described is one that is adapted tocarry out the peculiar method of gravitational aerial navigationtlescribecl in my aioresaicl application lilo. 31%,891, and one in whicheach V of the aeroplanes, considered by itself ancl alone, constantlyacts as a supporting plane, that is to say, it operates to assist insupporting the machine! during its upwarri movements Well as clurinje;its rlo'wnwarcl movements. During its downward. move ments, consirlereclwith reference to the machineas awhole, the. supporting plane operatesas a glicler, passing over and upon a supporting bo'rly of air, and thepressure of the plane. upon such supporting body of air is increased,above the normal due to the Weight ,of the machine borne by saicl plane,

by reason of the saicl relative downward moveme'it thereof. After thelowest limit of movement of the sairl supporting plane has beenJI'GilUllBLl it immediately changes its angle so that its angle oilincidence is increased, clue to the lag oft-he aeroplane,

' and. thereby passes onto a rising plane,

or body of supporting air, along and over which it travels as. the planemoves upwardly, considered with reference to the machine as a whole.These changing-conditions of each supporting plane are rhythinically andsuccessively repeated in the operation of th machine ancl in carryingout my aforesaid process of flight.

Having thus cieseribecl my invention, "what ll claim as new ancl clesireto secure by Let'- t ,rsl atent is:

1. ln axgravity flying machine, the combination with a plurality ofaeroplanes einployecl. to support the machine and on' the undersurt'aceot each of which a constant air pressure is maintained, meansfor movtill int; the said aeroplanes time in a path of revo-lu enrlmeans for insuring that the saicl machine, be maintained in position tosupport the machine upon the air a glider, While pursuing the downwardportions of their iptths of revolution, and while pursuing the upwardportions oi; their paths oi? revolution permittin Without howeverrelieving them ot supporting air pressure.

ln gravity'tlying machine, the com bination with a main 'llreirrm, etaplural series of supporting" aeroplanes, on the-'un- 'cler st i'ace olfeach of which a constant air pressure is maintained, means for causingno saniaeroplanes, While the mas in normal. flight, in position to sup-.Elllm'lilllllfl as a glider while pursu ng of a. ritual sei.

"Witl at all times operate as sustaining planes for s shall, duringnornial flight of the their portions to icl series of aeroplanes topin-sue oaths "lotion, each individual aeroplane be tally supported,means for niauiinclines upward. portions of their paths of revolu tio'n,permitting their rear edges to "lag, without, however, relieving them.of supporting air pressure and means for limiting the movements of thesairl individual aeroplanes about their pivotal. supports.

in machine, the combination sot aeroplanes supported to move in acircular path anrlarrangenl to have aninclivitlual flapping motion,resilient means for sustaining the shock of movement when the flappingaction reaches its proper li lite and danger signaling mechanismarrangiretl in connection with each aeroplane, 5

4-, In a gravity flying" machine, the C0111" bination of a rotary Wheel,a series of sustaimng aeroplanes carried thereby, each loosely lump; inthesairl Wheel, and frames for allowing the aeroplanes a limited. amountof swinging movement hut preventingthem from being uncluly oiellecterlfrom their nor mal positions, where throughout air entire paths oi"?rotation as carried. by the said Wheel they operate as sustainingplanes.

lfn a gravity flying machine, a rotatable, circular series ofsustaining, dlepresseol aeroplanes individually supported so as to befree to change theirangles relative to the plane of flight of-themachine in combination with a circular series of upstanding framesarranged to keep the aeroplanes proper limits of motion, so that theysupporting the machine, and means for no holding said trainee in theirproper posit at all times, said means consisting essentially of, gearmechanism at the center of the said circular series of aeroplanes, antialso contiguous to the frames.

6. In a flying machine, the combination of a main. frame, Wheels on.opposite sides thereofplaceclat an angle to each other and to thevertical line,, sail Wheels each. 001E711 giri 'n ported in saiol andeach being free to change its angle relative to the plane of flightofthe machine as a Whole in combination with a series of constantlyupstanding frames carried by each Wheel, revolving;

therewith, means for maintaining icl frames in constant upstanclingpositions in orderthat the aeroplanes may he restrainecl from beingunduly deflected from their normal.path (luring; the revolvingoperation.

it. lIn-allying" machine having a tail that is vertically movable, thecombination with. such tail. oi an adjustable lever loyrvhich the tailis set to maintain the clesiretl angle, flexible, elastic-connectionsbetween the on posits arms of the sairlacljustable lever ancl the tail,a pair of hoternoeiliate levers pivotally supported between their ends,one of.

a. circular series oi? aeroplanes soo MPG tie

the le'vars "having one of Le arms cennected' with of tbs saideiasfiicconnections between 6 adjusiing lever and the tail, and film intermediawlever having one of its arms connectezi with the other" 01: the saidalastic co nnscfc- 5; flexibie, inelastic cannectians between 0231191arms of the; szud mtermedmte levers and the ad ustmg lever and means forposltlvely moving the

